Login Area

My Account

A Spider in the Computer Network

01/02/2020

The Porsche racing simulator is one of the most up to date in the world. A hungry high-tech monster that feeds on data. That’s where factory driver Neel Jani practices the energy management so critical in Formula E.

Resembling a giant spider with black, hydraulic legs, the three-meter-high structure rests on a nineteen-ton steel plate. The system fills the large, windowless room. Neel Jani climbs up and into the cockpit of the simulator. At first glance, the monocoque looks like a soapbox, but in fact it has all the elements of the new Porsche 99X Electric that are decisive for the simulator test. The field of vision is correct; Jani holds a genuine 99X Electric steering wheel in his hands—each button has exactly the same functions as in the actual sports car. The 180-degree panorama of the Paris racetrack unfolds in front of him. In the control room behind Jani, engineers are seated in front of their computers, observing him through safety glass. “Loud and clear,” he says, confirming radio contact. For four hours today, the thirty-five-year-old will rage through the French street circuit, where the ninth E-Prix of the sixth Formula E season will take place on April 18, 2020.

The room grows louder as Jani rumbles over curbs at top speed. Walls and curves are literally flying towards the driver, who can sense even the slightest bump in the cockpit above. What he doesn’t feel in the simulator are the g-forces that affect him whenever he accelerates, brakes, or corners in reality. Similar to being at sea, optical perception and signals from the organ of equilibrium do not match. The brain has to abstract the information; some drivers even become ill. From the outside, the scenery seems almost unreal: on its plate of polished steel, the spider moves abruptly back and forth, twisting and trembling. And so it continues for forty-five minutes. Then Jani’s first race simulation of the day on the 1.93-kilometer track with its fourteen corners draws to a close.

The profiles fed into the simulator are highly precise, based on scans that are accurate to the millimeter. In this way, the training session provides detailed track knowledge while enabling basic setup for individual race cars and routes. The most important task of Formula E preparation in the simulator, however, is to test various software programs for efficient energy management. As much electrical energy as possible must be available at every second. In qualifying mode, Jani has a maximum of 250 kW at his disposal; on a single fast lap, economizing has little effect on the range. A good starting position is important on the often narrow city circuits. “If you start far behind,” he explains, “you’ve got a bad hand.” The demands are significantly more complex during a race.

The standard battery, which is fully charged at the start, has a capacity of 52 kW. During the race, it’s continuously recharged by recuperation during braking. This energy recovery takes place automatically via the electric motor on the rear axle: when the driver steps on the brake, a brake-by-wire system regulates whether or to what extent the hydraulic brake engages and when the electric motor on the rear axle decelerates in order to convert kinetic energy into electrical energy.

“We simulate every program so that we can make the right decisions during the race.”
Neel Jani

But when should the energy be used, and how much should be used so that Neel Jani and his colleague André Lotterer can make the most of it?

The course of the race is a calculation with a host of unknowns. The software developers work out a variety of operating programs to prepare for them: for economical driving, for example, when a driver gets stuck behind a competitor. Or at the other extreme, for maximum boost in Attack Mode, when an extra 35 kW are permitted two to three times per race for four minutes each. These programs are among the best-kept secrets of the teams. The portfolio of software functions is growing daily, and drivers must be able to handle them safely. Because everything in the race depends on the driver. “The engineers can hardly help us from the pit,” says a visibly exhausted Neel Jani as he emerges from the simulator. “Telemetry is prohibited in Formula E; only we can decide which mode to call up.”

Info

Text first published in the Porsche customer magazine Christophorus, No. 393.

Link

Media Package

Related Content

Porsche has notched up another success at round five of the IMSA iRacing Pro Series on the virtual Virginia International Raceway in Alton (USA). The New Zealander Shane van Gisbergen concluded the 90-minute race in second place at the wheel of the No. 97 Porsche 911 RSR.

When a Porsche model receives the designation RSR, there is no doubt: this car is made for racing, maximum performance on the racetracks, and the best synthesis of performance, efficiency and driveability.

^ The published electricity consumption (kWh per 100 km), charging times (hours/minutes) and kilometre (km) range are estimates determined in accordance with the Worldwide Harmonized Light-Duty Vehicles Test Procedure (WLTP) – see www.porsche.com/wltp. The WLTP is the test procedure used in the European Union and does not apply in Australia, where the New European Driving Cycle (NEDC) remains the appropriate test standard under ADR 81/02. Actual figures will vary as they are dependent on many factors including driving style, road and traffic conditions, weather conditions, a vehicle’s features, equipment, accessories, condition, load and use. Extra features and accessories (attachments, tyre formats, etc.) can change relevant vehicle parameters such as weight, rolling resistance and aerodynamics can also affect the electricity consumption and performance values of a car. The published charging times are estimated using the vehicle’s charging equipment and European charging facilities, with the battery temperature under optimum conditions and the vehicle having an initial charge status of 5%. CO2 emissions can also be generated at the power source when vehicles are being charged, unless 100% renewable energy is used. As Australian models have not been tested in accordance with the NEDC procedure, the published figures do not apply in Australia and must not be relied upon in making a decision as to whether to purchase a vehicle. Please contact an Official Porsche Centre to obtain more information.

* The published fuel consumption and CO2 emissions figures are determined by Porsche AG laboratory testing in accordance with ADR 81/02 on test vehicles. Actual figures will depend on many factors, including without limitation: road and traffic conditions, fuel quality, environmental conditions, individual driving style, vehicle load, vehicle condition and use (including any additional equipment and/or accessories) and how the vehicle is driven. For hybrid or electric vehicles, CO2 emissions can also be generated at the power source when vehicles are being recharged, unless 100% renewable energy is used. Generally, fuel consumption and CO2 emissions will differ from the published figures in real world driving conditions. Published figures should only be used for the purpose of comparison between vehicles.

Terms and conditions Porsche Newsroom

1. All information offered on Porsche Newsroom, including but not limited to, texts, images, audio and video documents, are subject to copyright or other legislation for the protection of intellectual property. They are intended exclusively for use by journalists as a source for their own media reporting and are not intended for commercial use, in particular for advertising purposes. It is not permitted to pass on texts, images, audio or video data to unauthorised third parties.

3. All contents of Porsche Newsroom are carefully researched and compiled. Nevertheless, the information may contain errors or inaccuracies. Porsche AG does not accept any liability with respect to the results that may be achived through the use of the information, in particular with respect to accuracy, up-to-dateness and completeness.

4. Insofar as Porsche Newsroom provides information concerning vehicles, the data refers to the German market. Statements concerning standard equipment and statutory, legal and tax regulations and repercussion are valid for the Federal Public of Germany only.

5. With respect to the use of Porsche Newsroom, technical faults such as, delays to news transmission, cannot be ruled out. Porsche AG does not accept any liability for any resulting damage.

6. Insofar as Porsche Newsroom provides links to the internet sites of third parties, Porsche AG does not accept any responsibility for the content of the linked sites. On using the links, the user leaves the Porsche AG information products.

7. In agreeing to these rights of use, the user shall be obliged to refrain from any improper use of Porsche Newsroom.

8. In the event of improper use, Porsche AG reserves the right to block access to Porsche Newsroom.

9. Should one or more provisions of these terms and conditions be or become invalid, this shall not affect the validity of the remaining provisions.

Porsche uses cookies to optimise and improve the website, as well as enable the availability of certain functions. By continuing to use this website, you agree to our use of cookies. For further information, please click&nbsp
here